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COMMISSION IMPLEMENTING REGULATION (EU) 2016/963
of 16 June 2016
amending Regulation (EC) No 474/2006 as regards the list of air carriers which are subject to an
operating ban within the Union
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 2111/2005 of the European Parliament and the Council of 14 December 2005 on
the establishment of a Community list of air carriers subject to an operating ban within the Community and on
informing air passengers of the identity of the operating carrier, and repealing Article 9 of Directive 2004/36/EC (1), and
in particular Article 4(2) thereof,
Whereas:
(1)
Commission Regulation (EC) No 474/2006 (2) established the list of air carriers which are subject to an operating
ban within the Union, referred to in Chapter II of Regulation (EC) No 2111/2005.
(2)
In accordance with Article 4(3) of Regulation (EC) No 2111/2005, certain Member States and the European
Aviation Safety Agency (‘EASA’) communicated to the Commission information that is relevant in the context of
updating that list. Relevant information was also communicated by third countries and international organ­
isations. On the basis of that information, the list should be updated.
(3)
The Commission informed all air carriers concerned, either directly or through the authorities responsible for
their regulatory oversight, about the essential facts and considerations which would form the basis for a decision
to impose an operating ban on them within the Union or to modify the conditions of an operating ban imposed
on an air carrier which is included in the list.
(4)
The Commission gave the air carriers concerned the opportunity to consult the documents provided by the
Member States, to submit written comments and to make an oral presentation to the Commission and to the
Committee established by Council Regulation (EEC) No 3922/1991 (3) (‘Air Safety Committee’).
(5)
The Commission has updated the Air Safety Committee on the on-going joint consultations, in the framework of
Regulation (EC) No 2111/2005 and Commission Regulation (EC) No 473/2006 (4), with the competent
authorities and air carriers of Angola, Botswana, Georgia, the Republic of Guinea, India, Indonesia, Iran,
Kazakhstan, Madagascar, Mozambique, Sudan, Taiwan, Thailand and Zambia. The Commission also provided
information to the Air Safety Committee on the aviation safety situation in Afghanistan, Iraq, Kyrgyz Republic,
Lebanon, Nepal, Pakistan, Ukraine and Zimbabwe and on the technical consultations with the Russian Federation.
(6)
EASA presented to the Commission and the Air Safety Committee the results of the analysis of audit reports
carried out by the International Civil Aviation Organisation (‘ICAO’) in the framework of ICAO's Universal Safety
Oversight Audit Programme. In this context, Member States were invited to prioritise ramp inspections on air
carriers licensed by states in respect of which Significant Safety Concerns (‘SSC’) have been identified by ICAO or
(1) OJ L 344, 27.12.2005, p. 15.
(2) Commission Regulation (EC) No 474/2006 of 22 March 2006 establishing the Community list of air carriers which are subject to an
operating ban within the Community referred to in Chapter II of Regulation (EC) No 2111/2005 of the European Parliament and of the
Council (OJ L 84, 23.3.2006, p. 14).
(3) Council Regulation (EEC) No 3922/1991 of 16 December 1991 on the harmonization of the technical requirements and administrative
procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4).
(4) Commission Regulation (EC) No 473/2006 of 22 March 2006 laying down implementing rules for the Community list of air carriers
which are subject to an operating ban within the Community referred to in Chapter II of Regulation (EC) No 2111/2005 of the European
Parliament and of the Council (OJ L 84, 23.3.2006, p. 8).
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in respect of which EASA concluded that there are significant deficiencies in the safety oversight system. In
addition to the consultations undertaken by the Commission under Regulation (EC) No 2111/2005, the prioriti­
sation of ramp inspections will allow the acquisition of further information regarding the safety performance of
the air carriers licensed in those states.
(7)
EASA also informed the Commission and the Air Safety Committee of the results of the analysis of ramp
inspections carried out under the Safety Assessment of Foreign Aircraft programme (‘SAFA’) in accordance with
Commission Regulation (EU) No 965/2012 (1).
(8)
In addition, EASA informed the Commission and the Air Safety Committee about the technical assistance
projects carried out in states affected by measures or monitoring under Regulation (EC) No 2111/2005. It
provided information on the plans and requests for further technical assistance and cooperation to improve the
administrative and technical capability of civil aviation authorities, with a view to helping resolve any noncompliance with applicable international civil aviation standards. Member States were invited to respond to such
requests on a bilateral basis, in coordination with the Commission and EASA. In this regard, the Commission
underlined the usefulness of providing information to the international aviation community, particularly through
ICAO's Safety Collaborative Assistance Network (‘SCAN’) database, on technical assistance provided by the Union
and its Member States to improve aviation safety around the world.
(9)
Eurocontrol provided the Commission and the Air Safety Committee with an update on the status of the SAFA
alarming function and on the current statistics for alert messages for banned air carriers.
Union air carriers
(10)
Following the analysis by EASA of information resulting from ramp inspections carried out on aircraft of Union
air carriers or from standardisation inspections carried out by EASA, as well as specific inspections and audits
carried out by national aviation authorities, several Member States have taken certain enforcement measures and
informed the Commission and the Air Safety Committee about those measures. Norway informed the
Commission and the Air Safety Committee about actions it had taken with regard to the air carrier Airwing A/S.
(11)
Member States reiterated their readiness to act as necessary should any relevant safety information indicate that
there are imminent safety risks as a consequence of a lack of compliance by Union air carriers with the
appropriate safety standards.
Air carriers from Angola
(12)
Regulation (EC) No 474/2006 allows air carrier TAAG Angola Airlines, certified in Angola, to operate into the
Union four aircraft of type Boeing 737-700 with registration marks D2-TBF, D2-TBG, D2-TBH and D2-TBJ,
three aircraft of type Boeing 777-200 with registration marks D2-TED, D2-TEE and D2-TEF, and three aircraft of
type Boeing 777-300 with registration marks D2-TEG, D2-TEH and D2-TEI.
(13)
TAAG Angola Airlines has submitted on 25 April 2016, through the competent authorities of Angola, the Instituto
Nacional da Aviação Civil (‘INAVIC’), a request to add a new aircraft of type Boeing 777-300, with registration
mark D2-TEJ, and a new aircraft of type Boeing 737-700, with registration mark D2-TBK, to Annex В to
Regulation (EC) No 474/2006.
(14)
In the context of its third country operator authorisation under Commission Regulation (EU) No 452/2014 (2),
TAAG Angola Airlines has been engaged in a continuous dialogue with EASA since November 2014 and has been
supplying factual and detailed data on their fleet of aircraft and operations. This process culminated in a TCO
(1) Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down the technical requirements and administrative procedures
related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 296,
25.10.2012, p. 1).
2
( ) Commission Regulation (EU) No 452/2014 of 29 April 2014 laying down technical requirements and administrative procedures related
to air operations of third country operators pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council
(OJ L 133, 6.5.2014, p. 12).
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on-site audit which took place from 1 to 3 February 2016. The audit team raised a limited number of level-2
findings and one observation pursuant to Part-TCO. TAAG Angola Airlines has submitted a corrective action plan
to EASA, which was accepted, and the findings are being resolved.
(15)
The continuous dialogue that has been established with TAAG Angola Airlines, the detailed and accurate data
that TAAG Angola Airlines provided on its fleet and its operations, as well as the positive outcome of the TCO
on-site audit, all indicate that TAAG Angola Airlines is capable of operating its Boeing 737-700, Boeing 777-200
and 777-300 aircraft in accordance with international safety standards. Therefore, the Commission considers it
appropriate, in addition to granting the request from TAAG Angola Airlines, to partially alleviate the current ban,
by allowing TAAG Angola Airlines to operate into the Union with any aircraft of the types Boeing 737-700,
Boeing 777-200 and Boeing 777-300 in its fleet.
(16)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the list of air carriers which are subject to an operating ban within the Union should be amended
to include all aircraft of type Boeing 737-700 as well as all aircraft of type Boeing 777-200 and 777-300 of
TAAG Angola Airlines in Annex B to Regulation (EC) No 474/2006 as aircraft which are allowed to operate into
the Union.
(17)
Member States are to continue to verify effective compliance by TAAG Angola Airlines with the relevant safety
standards, through the prioritisation of ramp inspections to be carried out on aircraft of this air carrier, pursuant
to Regulation (EU) No 965/2012.
Air carriers from Botswana
(18)
The Civil Aviation Authority of Botswana (‘CAAB’) provided information on the progress of the resolution of the
SSCs and other ICAO findings in a letter of 23 December 2015 to the Commission. The results of the ICAO
Coordinated Validation Mission are an improvement of the effective implementation of international safety
standards up to 71 %. Based on this result, ICAO confirmed on 31 December 2015 that both SSCs have been
resolved. The CAAB has provided additional information on the safety oversight on air carriers certified in
Botswana.
(19)
The improved implementation of international safety standards and the available safety information show a
strong development of the CAAB and do not indicate that there are remaining negative trends relating to the
safety of air carriers certified in Botswana which would form a reason for concern from an aviation safety
perspective.
(20)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union by including air carriers from Botswana.
Air carriers from Georgia
(21)
ICAO reviewed in April 2016 the corrective actions taken by the Civil Aviation Authority of Georgia (‘GCAA’) to
address the SSC regarding the certification process for the issuance of air operator certificates. That SSC was
identified during the ICAO Coordinated Validation Mission of October 2013. On the basis of that review, ICAO
determined that the corrective actions taken by the GCAA had successfully resolved the SSC.
(22)
The improved implementation of international safety standards and the available safety information show a
strong commitment of the GCAA towards resolving safety deficiencies and do not indicate that there are
remaining negative trends relating to the safety of air carriers certified in Georgia which would form a reason for
concern from an aviation safety perspective.
(23)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union by including air carriers from Georgia.
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Air carriers from the Republic of Guinea
(24)
As agreed in the technical meeting with the Commission, held in Brussels in January 2013, the competent
authorities of the Republic of Guinea, the Direction nationale de l'aviation civile (‘DNAC’), have regularly provided
the Commission with information on the on-going implementation of the corrective action plan, which was
approved by ICAO in December 2012, as well as on all the activities linked to it.
(25)
The latest progress report submitted by DNAC, received by the Commission on 3 May 2016, describes the most
recent activities and developments regarding the implementation of the corrective action plan, which currently
focusses on inspector training in the areas of operations, airworthiness, personnel licensing and aerodromes, the
continuation of the certification process of the air carriers and the surveillance programme. The full ICAO-com­
pliant (5-phase) certification of the air carrier Konair Guinée has been concluded and that air carrier obtained its
Air Operator Certificate (‘AOC’) on 17 September 2015 (AOC no. 03/DNAC/2015). Three other air carriers,
namely Sahel Aviation Service Guinée, Fly Nimba Airlines and Ijet Aviation, continue their certification process.
According to DNAC, a surveillance programme has been prepared and implemented.
(26)
An ICAO Coordinated Validation Mission is planned to take place from 23 to 29 November 2016.
(27)
The gradual implementation of the corrective action plan, in accordance with what was approved by ICAO in
December 2012, and the available safety information do not justify, at present, a decision to impose a ban or
operational restrictions on air carriers certified in the Republic of Guinea. However, the Commission intends to
continue to closely monitor the situation, taking account of the results of the ICAO coordinated validation
mission of November 2016.
(28)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union by including air carriers from the Republic of Guinea.
(29)
Should any relevant safety information indicate that there are imminent safety risks as a consequence of lack of
compliance with international safety standards, the Commission may be forced to take action, in accordance with
Regulation (EC) No 2111/2005.
Air carriers from India
(30)
On 3 May 2016, technical consultations were held between the Commission, EASA, a Member State and
representatives from the Directorate-General of Civil Aviation of India (‘Indian DGCA’) and the air carrier Air
India, certified in India. Those consultations were held within the context of the earlier agreement of the Indian
DGCA to hold technical consultations with the Commission, in order to discuss the Indian DGCA's certification
and surveillance obligations, with respect to air carriers from India that it has certified.
(31)
During those consultations, the Indian DGCA provided its analysis of the performance of Indian air carriers,
including Air India, under the SAFA programme. The Indian DGCA reported that it has developed a dedicated
ramp inspection unit, in order to assist it with SAFA management measures. The Indian DGCA also provided
data pertaining to the first quarter of 2016 resulting from its own ramp inspection activity. In addition, the
Indian DGCA provided specific detail with respect to surveillance activity it conducts on certain Indian air
carriers. The data presented included an overview of surveillance activity conducted during 2015. Furthermore,
the Indian DGCA provided an update of sustainability initiatives it has been taking. These initiatives included
recruitment and training of qualified staff, database management development and an update on re-certification
tasking.
(32)
Air India provided detail with respect to its safety and quality management system. Air India also presented flight
safety analysis data for 2015, as well as its approach to the dissemination of flight safety information and its
SAFA management programme. The SAFA data presented by Air India included its own in-depth analysis of SAFA
activity that it has been subjected to. In this regard, Air India provided an overview of its internal processes and
procedures, including details with respect to root cause analysis and the resulting mitigating measures that it has
implemented. Furthermore, Air India reported that it interacts with the Indian DGCA on a regular basis, including
in relation to its SAFA management measures.
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(33)
In letters dated 24 May 2016, the Commission reiterated to the Indian DGCA a number of messages, including
that it must continue to monitor closely the SAFA performance of Indian air carriers. The Commission also
indicated to Air India that it had taken note of the SAFA management measures that Air India has implemented,
but indicated that those measures must bring consistent and sustainable improvements under the SAFA
programme. In addition, the Commission reiterated both to the Indian DGCA and to Air India the responsibility
that EASA has pursuant to Commission Regulation (EU) No 452/2014 to conduct safety assessments of third
country operators and that performance under the SAFA programme is one of the key elements which EASA
takes into account when conducting those assessments.
(34)
The Commission takes note of the information provided by the Indian DGCA and Air India. It is considered that,
on the basis of all available information, including the details provided by both the Indian DGCA and Air India at
the technical consultation meeting of 3 May 2016, as well as the preliminary results stemming from the recent
audit by EASA of Air India in the framework of Commission Regulation (EU) No 452/2014, there are at this
stage no grounds for imposing a ban or operational restrictions on air carriers certified in India. However, further
technical consultations remain necessary in order to ensure that safety-related issues can be addressed on an
ongoing basis.
(35)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union by including air carriers from India.
(36)
The Commission intends to continue its official consultations with the Indian DGCA, pursuant to the provisions
laid down in Article 3(2) of Regulation (EC) No 473/2006.
(37)
Member States are to continue to verify the effective compliance with relevant safety standards through the priori­
tisation of ramp inspections to be carried out on Indian air carriers, pursuant to Regulation (EU) No 965/2012.
Air carriers from Indonesia
(38)
A Union on-site assessment visit to Indonesia was organised in April 2016 involving experts from the
Commission, EASA and Member States. The assessment visit was conducted at the offices of the DirectorateGeneral of Civil Aviation in Indonesia (‘Indonesian DGCA’) and at a number of air carriers certified in Indonesia,
namely Citilink, Lion Air, Batik Air, Indonesia Air Asia and Aviastar Mandiri (certified under CASR-135, commuter
and charter operations).
(39)
The experts found that the initial certification of air carriers is carried out through the appropriate five-phase
approach and sufficient coordination takes place with other departments within the Indonesian DGCA. The
certification audits are documented, findings are made and follow up is requested from the air carriers, including
corrective actions and root-cause analysis.
(40)
The experts could determine that surveillance activities, both audits and inspections, are planned on a yearly basis
and that, in general, the surveillance activities are carried out according to the plan. It was noted by the experts
that a significant number of flight operations and cabin safety inspectors were recently recruited and still need to
be trained on inspection methods and specific regulations. Furthermore, standardisation of the working methods
of inspectors regarding reporting, communication of findings, the acceptance of corrective actions, including the
root-cause analysis and the agreement on timelines for the follow-up of findings, remains necessary.
(41)
The Indonesian DGCA was able to demonstrate that enforcement measures are taken. For example, the AOC of
Aviastar Mandiri (certified under CASR-121, domestic, flag and supplemental air carrier operations, AOC number
121-043) was revoked due to non-compliance with the regulation on the minimum number of aircraft in the
fleet.
(42)
Evidence presented by Citilink during the Union on-site assessment visit shows that Citilink is able to ensure
compliance with the national and international safety standards. Citilink has demonstrated that it has a welldeveloped safety and quality management system, as well as a well-developed continuous airworthiness
organisation and that it applies a proactive approach towards safety.
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(43)
The Lion Group consists of six air carriers certified in three different States and applies an integrated approach to
its operations and the safety and quality management. Within the Lion Group, Lion Air and Batik Air are two AOC
holders certified in Indonesia. Lion Air and Batik Air demonstrated to the satisfaction of the experts that each of
them have well-functioning safety and quality assurance and management systems. The top management of those
two air carriers, as well as the management of the Lion Group, have a good understanding of those systems and
use them to identify risks and take appropriate measures to mitigate the highest risks to acceptable levels. The
experts found that Lion Air and Batik Air employ professional crews and staff and have systems in place to
manage the various operations. The management, both at individual air carrier level and at group level, receives
and acts on safety and quality information and analyses. The management also promulgates the information and
corrective actions through internal publications, electronic and otherwise.
(44)
The Indonesian DGCA and the air carriers Citilink, Lion Air and Batik Air were heard by the Commission and the
Air Safety Committee on 31 May 2016. The Indonesian DGCA presented its current organisational structure,
including details on the workforce assigned to its Directorate for Airworthiness and Aircraft Operations and the
available budget for safety oversight tasks and the training of inspectors. The Indonesian DGCA provided details
on important measures taken over the past year, in particular the update of the Civil Aviation Safety Regulations,
an update of the Staff Instructions to the inspectors, improvements to the safety information management system
and the start of the development of the State Safety Programme. The Indonesian DGCA provided in its
presentation a summary of the corrective actions with regard to the observations made by the experts during the
Union on-site assessment visit.
(45)
Citilink presented its corrective action plan which it developed on the basis of the observations resulting from the
Union on-site assessment visit. This corrective action plan contains corrective and preventive actions and has
been based on a sound root-cause analysis of those observations. Furthermore, the most important developments
since November 2015 were highlighted, including improved implementation of the Flight Data Analysis
Programme, additional resources for safety and quality, as well as the on-going development of Safety eReporting
software.
(46)
In the presentation of Lion Air and Batik Air the strategy for the six air carriers in the Lion Group was highlighted.
Based on market development, the strategy of the group focusses now on growth in markets outside of
Indonesia. Lion Air and Batik Air both gave a presentation on the corrective action plan that was developed on
the basis of the observations resulting from the Union on-site assessment visit. This plan contains corrective
actions based on a root-cause analysis of those observations. Furthermore, Batik Air explained its investigation
into the recent runway incursion involving one of their aircraft, including the safety actions Batik Air has taken
immediately after the accident.
(47)
During the hearing, the Indonesian DGCA informed the Commission that over the past 6 months ICAO has
performed an off-site validation of the corrective actions undertaken by the Indonesian DGCA. The final result
of this validation is not yet available. The Indonesian DGCA also explained that it is engaged with the
Federal Aviation Administration on the improvement of its safety oversight system. The Federal Aviation Adminis­
tration performed an International Aviation Safety Assessment in February 2016, resulting in seven findings, with a
follow-up visit in May 2016. According to the Indonesian DGCA, all findings have been resolved, although the
Indonesian DGCA is requested by the Federal Aviation Administration to report on a monthly basis on the
progress of the training of inspectors.
(48)
On the basis of all available information, including the results of the Union on-site assessment visit and the
information provided at the hearing, the Commission considers that the Indonesian DGCA has made
improvements since 2014. However, the Indonesian DGCA clearly needs to make, among other issues, further
improvements to its safety oversight system as well as the training and the standardisation of the working
methods of its inspectors.
(49)
The Commission noted that Citilink, Lion Air and Batik Air are all able to provide specific details in respect to the
safe conduct of their respective operations. The Commission considers that there is sufficient evidence of
compliance with applicable Indonesian regulations and international safety standards on the part of those air
carriers.
(50)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the list of air carriers which are subject to an operating ban within the Union should be amended
to remove Aviastar Mandiri (AOC number 121-043), Citilink, Lion Air and Batik Air from Annex A to Regulation
(EC) No 474/2006.
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(51)
Member States are to continue to verify the effective compliance with relevant safety standards through the priori­
tisation of ramp inspections to be carried out on air carriers certified in Indonesia, pursuant to Regulation (EU)
No 965/2012.
(52)
Should any relevant safety information indicate that there are imminent safety risks as a consequence of a lack of
compliance with international safety standards, the Commission may be obliged to take further action, in
accordance with Regulation (EC) No 2111/2005.
Air carriers from Iran
(53)
The air carrier Iran Air, certified by the Civil Aviation Organisation of the Islamic Republic of Iran (‘CAO-IRI’),
was included in Annex B to Regulation (EC) No 474/2006 in March 2010. Following a Union on-site assessment
visit, the operational restrictions to the fleet of Iran Air were further specified in July 2010.
(54)
A new Union on-site assessment visit to Iran took place in May 2016 involving experts from the Commission,
EASA and Member States. That assessment visit was conducted at the offices of the Civil Aviation Organisation
of the Islamic Republic of Iran and at the offices and facilities of Iran Air.
(55)
The experts found that the CAO-IRI is a well-structured civil aviation authority, dealing with all aspects of civil
aviation as a regulatory body. The experts also found that Iran has a comprehensive regulatory system in place,
which is frequently updated. In the light of the facts observed during the Union on-site assessment visit, the
experts concluded that there is no lack of ability and willingness on the part of the CAO-IRI to address safety
deficiencies.
(56)
The experts found that, since the previous Union on-site assessment visit in July 2010, Iran Air has addressed the
observations made on that occasion. The continued airworthiness management of the Airbus A320 fleet has
improved and is now at the same standard as for the Airbus A300 and A310 fleet. The experts found that the
safety management system of Iran Air has improved over the years, even though it can benefit from further
improvements, mainly in the areas of effectively applying the described procedures and further integrating the
safety management and quality management function at corporate level. In the area of airworthiness, the experts
made a number of observations, which can help Iran Air to further improve the safety and quality of its
operations.
(57)
On 1 June 2016, the CAO-IRI and Iran Air were heard by the Commission and the Air Safety Committee. The
CAO-IRI gave a presentation on the aviation activities in Iran, the organisational structure of the CAO-IRI and the
outline of aviation safety regulations in Iran. Furthermore, CAO-IRI presented details on its ICAO audit report
and the corrective actions undertaken. Those actions include legislative amendments to ensure sufficient
resources and independence for the CAO-IRI to perform its safety oversight functions. That presentation
confirmed the overall positive developments observed during the Union on-site assessment visit.
(58)
Iran Air gave a high level overview of the company, including its current fleet and the available resources and
facilities, underlining that in its view it has the capacity to renew and expand its fleet. In addition, Iran Air
presented the corrective actions that it carried out on the basis of the observations resulting from the Union
on-site assessment visit that took place in July 2010, including the improvements made to the airworthiness
management of the Airbus A320 fleet and the improvements to its safety and quality management. Iran Air
presented the corrective action plan that was developed on the basis of the observations made during the Union
on-site assessment visit of May 2016. The main elements in this plan are the improvement of the Flight Data
Analysis Programme and the introduction of better software to support the safety management system.
(59)
An important part of the presentation was dedicated to the plans of Iran Air for the renewal and expansion of its
fleet. Iran Air plans to add aircraft of an existing type to its fleet and to introduce a new type of aircraft to the
fleet. According to their presentation, a comprehensive management of change project is set up with a dedicated
project team, to proactively identify, manage and mitigate any safety risks that come with the introduction of a
new aircraft type. The standard documented processes are used for all external and internal changes in the
operations, associated with the introduction of a new aircraft type, which may have an adverse effect on safety.
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(60)
However, with respect to the existing aircraft of the types Fokker F100 and Boeing B747 in the fleet of Iran Air,
no relevant information was provided on the improvements with regard to their airworthiness management.
(61)
On the basis of all available information, including the results of the Union on-site assessment visit of May 2016
and the hearing, the Commission considers that Iran Air has made sustained improvements in the airworthiness
management of the Airbus A320 fleet and that Iran Air has shown that it has the ability to introduce new aircraft
types into its fleet.
(62)
It is equally recognised that there has been no lack of willingness of CAO-IRI and Iran Air to engage with the
Commission. It is considered that, in general, CAO-IRI has sufficient ability to discharge its responsibilities with
respect to the oversight of air carriers certified in Iran. With regard to Iran Air, the Commission considers that
there is sufficient evidence of compliance with applicable international safety standards and recommended
practices. However, the management of the Fokker F100 and Boeing B747 fleet still requires improvements. On
that basis, the Commission considers that the current operational restrictions on Iran Air can be removed, with
the exception of the current restrictions on the aircraft of the types Fokker F100 and Boeing B747 in the fleet of
Iran Air, which needs to be maintained.
(63)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the list of air carriers which are subject to an operating ban within the Union should be amended
to limit the operational restrictions with regard to Iran Air to all aircraft of the type Fokker F100 and Boeing
B747 in Annex B to Regulation (EC) No 474/2006.
(64)
Member States are to continue to verify the effective compliance with relevant safety standards through the priori­
tisation of ramp inspections to be carried out on air carriers certified in Iran, pursuant to Regulation (EU)
No 965/2012.
(65)
Should any relevant safety information indicate that there are imminent safety risks as a consequence of a lack of
compliance with international safety standards, the Commission may be obliged to take further action, in
accordance with Regulation (EC) No 2111/2005.
Air carriers from Kazakhstan
(66)
Since July 2009, all air carriers certified in Kazakhstan, except one, are subject to a full operating ban, mainly due
to the inability of the authority responsible for the safety oversight of air carriers certified in Kazakhstan, the
Civil Aviation Committee of Kazakhstan (‘CAC’), to implement and enforce applicable international safety
standards. The air carrier Air Astana, certified in Kazakhstan, was removed from Annex B to Regulation (EC)
No 474/2006 in December 2015 and is allowed to operate into the Union.
(67)
An ICAO Coordinated Validation Mission was conducted in April 2016 in Kazakhstan. The CAC informed the
Commission that, as a preliminary result, the effective implementation of international safety standards improved
from 64 % to 74 %. Based on the preliminary results of that ICAO Coordinated Validation Mission, ICAO
determined on 20 April 2016 that the SSC has successfully been resolved by the CAC. The final report of the
ICAO Coordinated Validation Mission will be available in July 2016.
(68)
On the basis of the information available to the Commission at present, it is concluded that the project for
regulatory reform in Kazakhstan in the field of civil aviation has made further progress. However, detailed
information on the results of the ICAO Coordinated Validation Mission of April 2016 is not yet available. Before
any decision on an amendment of the restrictions on air carriers certified in Kazakhstan can be taken, on-site
verification of the improvements of the CAC civil aviation safety oversight system is required.
(69)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union with respect to air carriers from Kazakhstan.
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Air carriers from Madagascar
(70)
The air carrier Air Madagascar, certified in Madagascar, is subject to operational restrictions and is listed in
Annex B to Regulation (EC) No 474/2006. Consultations with the competent authorities of Madagascar, Aviation
civile de Madagascar (‘ACM’), and with Air Madagascar have been pursued with a view to receiving updates on
progress made in the implementation of corrective actions.
(71)
On 2 October 2015, technical consultations were held between experts from the Commission, EASA and senior
representatives from ACM and from Air Madagascar. During that meeting, ACM and Air Madagascar provided
information on the progress that they made with regard to the respective corrective and preventive action plans
that they implemented to address the safety deficiencies mentioned in recitals 66 to 74 of Commission
Implementing Regulation (EU) No 390/2011 (1). Considering that those safety deficiencies have been adequately
addressed, ACM, together with Air Madagascar, requested a re-assessment of the operational restrictions imposed
on Air Madagascar.
(72)
That request was discussed in November 2015. While recognising the progress achieved by ACM and Air
Madagascar, the Commission concluded that verification on the spot of the actual implementation of international
safety standards remained necessary before any adjustment of the current partial ban on Air Madagascar.
(73)
In March 2016, experts of EASA, accompanied by an expert observer from a Member State, conducted an audit
of Air Madagascar in the framework of the application submitted by Air Madagascar for a third country operator
authorisation from EASA under Commission Regulation (EU) No 452/2014.
(74)
In the context of that audit, the experts from EASA and the expert observer also visited ACM. During that visit,
ACM provided the expert team with evidence of the effectiveness of its corrective and preventive action plan
developed and implemented after the imposition of the operational restrictions on Air Madagascar. It also
provided evidence of its capacity to discharge its obligations under ICAO standards for its certification and
oversight activities. It demonstrated that, since the Union on-site assessment visit of February 2014, ACM has
successfully completed the re-certification of nine air carriers, denied the renewal of the air operator certificate of
one air carrier and proceeded with the certification of a new air carrier. The certification files reviewed by the
expert team were found to be well organised and structured in accordance with the ICAO certification process.
The oversight programme was reviewed for four operators and the expert team noted that ACM had evolved
from a traditional compliance oversight programme to a risk-based approach oversight activities plan. The expert
team also noted that 90 % of the planned activities had been effectively performed for the period 2014/2015 in
the areas of operations, licensing and continuing airworthiness.
(75)
The audit to Air Madagascar demonstrated the effectiveness of the corrective and preventive action developed and
implemented by that air carrier. In particular, Air Madagascar provided evidence that the management of its
Airbus A340 fleet is identical to all its other fleets and that the Airbus A340 fleet is also fully included in its
quality and safety managements systems. Relevant samples of the activities of Air Madagascar did not reveal any
evidence of safety-critical non-compliances with international safety standards.
(76)
The on-site assessment visit of March 2016, with respect to the common criteria set out in the Annex to
Regulation (EC) No 2111/2005, demonstrated that ACM and Air Madagascar are willing and able to address
remaining safety deficiencies. In addition, it has been demonstrated that ACM has sufficient ability to implement
and, when necessary, enforce relevant international safety standards, including the aviation safety regulations
promulgated by ACM.
(77)
On the basis of all information available at present, including the results of the audit of March 2016, the
Commission considers that ACM and Air Madagascar have made sustained improvements over a continuous time
period. It is also recognised that there has been no lack of willingness of ACM and Air Madagascar to engage on
(1) Commission Implementing Regulation (EU) No 390/2011 of 19 April 2011 amending Regulation (EC) No 474/2006 establishing the
Community list of air carriers which are subject to an operating ban within the Community (OJ L 104, 20.4.2011, p. 10).
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an ongoing basis with the Commission. It is considered that ACM has the ability to discharge its responsibilities
with respect to the oversight of air carriers certified in Madagascar and that there is sufficient evidence of
compliance with applicable international safety standards and recommended practices on the part of Air
Madagascar.
(78)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the list of air carriers which are subject to an operating ban within the Union should be amended
to remove Air Madagascar, certified in Madagascar, from Annex B to Regulation (EC) No 474/2006.
(79)
Member States are to continue to verify effective compliance by Air Madagascar with the relevant safety standards,
through the prioritisation of ramp inspections, pursuant to Regulation (EU) No 965/2012. Should the results of
such inspections, or any other relevant safety information indicate that there are imminent safety risks as a
consequence of a lack of compliance with international safety standards, the Commission may be obliged to take
further action, in accordance with Regulation (EC) No 2111/2005.
Air carriers from Mozambique
(80)
The technical assistance project, which was set up following the Union on-site assessment visit of April 2015, has
continued to provide support in various domains to the competent civil aviation authorities in Mozambique, the
Instituto de Aviação Civil de Moçambique (‘IACM’). The legislation establishing the IACM with extended powers and
autonomy has been approved by the parliament with a unanimous vote on 30 March 2016 and awaits
promulgation by the Head of State. A number of legal and technical specific regulations have been reviewed in
depth and are currently at different stages of development or approval. The training of existing technical staff in
the areas of airworthiness, operations, personnel licensing, aerodromes, air traffic management, aeronautical
information management and aviation security has continued. A new round of recruitment of technical staff in
the areas of operations, airworthiness and aviation security has been carried out. Medical assessors have been
trained under a cooperation protocol with Portugal. Work continues to systematically address and close all the
open findings of the ICAO Universal Safety Oversight Audit, with a view to significantly improve the effective
implementation ratio. Regular contacts with all the existing operators have continued and various rounds of
discussion regarding improvements of their operations have taken place. All internal procedures and processes of
IACM that require a significant overhaul had previously been identified and work to introduce significant
improvements is progressing.
(81)
The air carrier Linhas Aéreas de Moçambique (LAM), certified in Mozambique, suffered a crash in Namibia on
29 November 2013. The final report of the accident was officially published by the Directorate of Aircraft
Accident Investigation of the Ministry of Works and Transport of the Republic of Namibia on 30 March 2016. It
concludes that the crash was the result of intentional action by the captain. The report includes five recommen­
dations addressed to ICAO and one recommendation addressed to IACM to mandate the presence of two crew
members in the flight deck during all phases of flight. IACM implemented the recommendation through Safety
Directive DOS-02/16, published in May 2016.
(82)
However, the ability of IACM to oversee the civil aviation activities in Mozambique is at this stage not yet fully in
accordance with international safety standards. There is therefore insufficient evidence to justify a decision on an
adjustment of the operating ban of all air carriers certified in Mozambique.
(83)
While improvements are not sufficient to warrant an adjustment of the current ban, the situation is promising
enough to warrant an additional Union on-site assessment visit in the coming months.
(84)
According to a list provided by IACM on 13 May 2016, two new air carriers have been certified in Mozambique,
namely CHC Helicópteros Lda (AOC MOZ-22) and Inter Airways Lda (AOC MOZ-24). However, IACM was not able
to provide evidence that the safety oversight of those air carriers is ensured in compliance with international
safety standards. Through that same list, IACM informed the Commission that the AOCs of the air carriers Kaya
Airlines Lda (AOC MOZ-09) and Trabalhos e Transportes Aéreos Lda (AOC MOZ-16) have been revoked.
(85)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the list of air carriers which are subject to an operating ban within the Union should be amended
to include the air carriers CHC Helicópteros Lda and Inter Airways Lda in Annex A to Regulation (EC) No 474/2006
and to remove the air carriers Kaya Airlines Lda and Trabalhos e Transportes Aéreos Lda from that Annex.
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Air carriers from the Russian Federation
(86)
The Commission, EASA and the Member States have over the past period continued to closely monitor the safety
performance of air carriers certified in the Russian Federation and operating within the Union, including through
prioritisation of the ramp inspections to be carried out on certain Russian air carriers in accordance with
Regulation (EU) No 965/2012.
(87)
On 4 March 2016, the Commission, assisted by EASA, met with representatives of the Russian Federal Air
Transport Agency (‘FATA’). The purpose of this meeting was to review the safety performance of Russian air
carriers on the basis of SAFA ramp inspections reports for the period between 21 February 2015 and
20 February 2016 and to identify cases which deserve special attention.
(88)
During the meeting, the Commission reviewed more in detail the SAFA results of four air carriers from the
Russian Federation. FATA informed the Commission about the revocation in December 2015 of the AOC of one
of these four air carriers, as well as the actions taken by two other of those four air carriers themselves.
(89)
In addition, during that meeting FATA committed to intensify its work with the fourth air carrier in order to
ensure that it improves its SAFA records. As this air carrier had also submitted an application for a third country
operator authorisation from EASA under Commission Regulation (EU) No 452/2014, the Commission took the
opportunity of this meeting to clarify the link between Regulation (EC) No 2011/2005 and Commission
Regulation (EU) No 452/2014. As a result of further discussions between FATA and this fourth air carrier, FATA
removed the authorisation of this air carrier for flights into the EU from the scope of its AOC. Subsequently, this
air carrier decided to withdraw its application to EASA.
(90)
Based on the available information, it was concluded that a hearing before the Commission and the Air Safety
Committee of the Russian aviation authorities or of air carriers certified in the Russian Federation was not
necessary. However, it was agreed that the regular meetings of safety expert between the Commission and the
Russian authorities, at least once before each meeting of the Air Safety Committee, are to continue.
(91)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union to include air carriers from the Russian Federation.
(92)
Member States are to continue to verify effective compliance with the international safety standards by the air
carriers from the Russian Federation, through the prioritisation of ramp inspections, in accordance with
Regulation (EU) No 965/2012.
(93)
Should those inspections point to an imminent safety risk as a consequence of non-compliance with the relevant
safety standards, the Commission may be obliged to take action against air carriers from the Russian Federation,
in accordance with Regulation (EC) No 2111/2005.
Air carriers from Sudan
(94)
The Sudan Civil Aviation Authority (‘SCAA’) has over the past period maintained regular contacts with the
Commission, in particular with regard to the assessment of air carriers registered in Sudan. According to an
updated list of air carriers from Sudan, provided by SCAA on 22 December 2015, no new air carriers were
certified and six air carriers had their Air Operator Certificates revoked: Almajal Aviation Service, Bentiu Air
Transport, Dove Airlines, Fourty Eight Aviation, Marsland Company and Mid Airlines. In the same letter, the SCAA
informed the Commission that Sudan has developed its State Safety Programme manual and the Sudan Civil
Aviation Regulations Part 19 — Safety Management, which contains Standards and regulatory requirements for
the establishment and maintenance of safety management systems by applicable service providers.
(95)
In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the list of air carriers which are subject to an operating ban within the Union should be amended
to remove the air carriers Almajal Aviation Service, Bentiu Air Transport, Dove Airlines, Fourty Eight Aviation,
Marsland Company and Mid Airlines from Annex A to Regulation (EC) No 474/2006.
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Air carriers from Taiwan
(96)
The Commission has continued consultations with the competent authorities of Taiwan, the Civil Aeronautics
Administration (‘CAA Taiwan’). On 23 May 2016, a meeting took place between the Commission, EASA and
experts from the CAA Taiwan and from the air carrier TransAsia Airways (‘TNA’), certified in Taiwan.
(97)
During that meeting, the CAA Taiwan presented the progress of the implementation of the actions launched after
the accidents and incidents involving TNA as well as the results of the oversight programme for TNA. CAA
Taiwan also indicated that all recommendations issued by external organisations, as a result of their respective
on-site assessment visits in 2015, had been accepted and implemented.
(98)
In addition, CAA Taiwan informed the Commission that it will only allow TNA to increase its number of
operations only after CAA Taiwan has validated the effectiveness of the mitigating actions undertaken by TNA.
Finally, CAA Taiwan and TNA agreed to further technical consultations in order to allow the Commission to
follow the implementation of the respective corrective and preventive action plans and to ensure that any safetyrelated issues can be discussed as appropriate.
(99)
On the basis of the information available to the Commission, it was considered that it was not necessary for the
CAA Taiwan and TNA to appear before the Commission and the Air Safety Committee and that no operating
ban on air carriers from Taiwan is necessary.
(100) In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union with respect to air carriers from Taiwan.
Air carriers from Thailand
(101) On 2 May 2016, a technical meeting was held as part of the active consultations with the Civil Aviation
Authority of Thailand (‘CAAT’), in order to update the Commission on the progress that has been achieved since
November 2015. The CAAT provided an update on the key safety assurance enforcement activities, including the
revocation of one AOC, the grounding of aircraft due to safety issues, the deregistration of aircraft due to
financial unfitness of the air carriers and the inspection of flight and duty times. Furthermore, CAAT informed
on the AOC recertification progress with support from an external organisation, the sustainability and capacity
building of the CAAT organisation, as well as on the current organisation of the CAAT.
(102) The CAAT expressed several times that it considers it of more importance to take sustainable corrective actions
instead of ‘quick fixes’. The CAAT explained that there is sufficient political commitment for this approach, but
time is needed. With the contract with an external organisation in place, the re-certification of the air carriers will
commence shortly with a view to recertifying the international operators over the coming 9 months. This will
also form the basis for the resolution of the ICAO SSC.
(103) With respect to the long term capacity building project that the CAAT wants to undertake with the support from
EASA under the Memorandum of Understanding that was signed in 2015, CAAT requests to have EASA experts
in seven key strategic CAAT departments that would act as coaches to the CAAT managers in implementing in­
ternational safety standards.
(104) The government of Thailand and the CAAT show a clear commitment to improving the safety oversight system
in Thailand and have provided evidence that relevant progress has been achieved over the past year. Moreover,
the available safety information on air carriers certified in Thailand does not support a decision to impose a ban
or operational restrictions. In order to monitor the situation closely, consultations with the authorities from
Thailand are to continue, in accordance with Article 3(2) of Regulation (EC) No 473/2006.
(105) In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that there are at this stage no grounds for amending the list of air carriers which are subject to an
operating ban within the Union with respect to air carriers from Thailand.
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(106) Member States are to continue to verify the effective compliance with relevant safety standards through the priori­
tisation of ramp inspections to be carried out on air carriers certified in Thailand, pursuant to Regulation (EU)
No 965/2012.
(107) Should any relevant safety information indicate that there are imminent safety risks as a consequence of a lack of
compliance with international safety standards, the Commission may be obliged to take further action, in
accordance with Regulation (EC) No 2111/2005.
Air carriers from Zambia
(108) A Union on-site assessment visit to Zambia took place in April 2016. Experts from the Commission, EASA and
Member States participated in that assessment visit. The Union on-site assessment visit was conducted at the
offices of the Zambia Civil Aviation Authority (‘ZCAA’) and, by way of a relevant sample, at the offices of the air
carriers Proflight Commuter Services (dba Proflight Zambia) and Royal Air Charters, certified in Zambia.
(109) The main conclusions of that Union on-site assessment visit with respect to the ZCAA can be summarised as
follows. The ZCAA is, on the whole, willing and able to address safety deficiencies and has sufficient ability to
implement and where necessary enforce relevant international safety standards, as well as its own Zambia Civil
Aviation Requirements. The ZCAA was able to demonstrate that, on the whole, its staff are suitably experienced
and qualified to properly conduct oversight duties. On the other hand, the experts indicated that it would be
useful for the ZCAA to further build upon its progress to date, as regards the standardisation of its oversight
activity including the continuation training of its oversight inspectors. Equally, the ZCAA could usefully pay
specific attention to further improving its processes and procedures with regard to documentation control and
access.
(110) The main conclusion of the Union on-site assessment visit with respect to Proflight Commuter Services (dba
Proflight Zambia) is that there is no lack of willingness and, on the whole, no lack of ability of the air carrier to
address safety deficiencies. In addition, the experts found that sufficient evidence exists to indicate that, in general
Proflight Commuter Services (dba Proflight Zambia) is able to ensure compliance with relevant international safety
standards and the Zambia Civil Aviation Requirements.
(111) The main conclusion of the Union on-site assessment visit with respect to Royal Air Charters is that there is no
lack of willingness or ability of the air carrier to address safety deficiencies. In addition, the experts found that
sufficient evidence exists to indicate that Royal Air Charters is able to ensure compliance with relevant internat­
ional safety standards and the Zambia Civil Aviation Requirements.
(112) The ZCAA was heard by the Commission and the Air Safety Committee on 1 June 2016. On that occasion,
Proflight Commuter Services (dba Proflight Zambia) was also heard.
(113) The ZCAA presented its current organisational structure, including the training and qualifications of its
inspectors. It explained that it is committed to continue with the standardisation of its inspecting force. In terms
of certification and surveillance activity, the ZCAA reported that it has oversight responsibility for currently only
10 AOC holders. The ZCAA provided information concerning their certification and summarised the main
surveillance elements that they are subjected to. In addition, the ZCAA emphasised its commitment to further
pursuing its policy of continuous improvement, including its essential work on safety oversight standardisation.
(114) The ZCAA also provided a summary of its corrective actions with regard to the observations raised during the
Union on-site assessment visit of April 2016.
(115) Proflight Commuter Services (dba Proflight Zambia) presented details on its organisational structure, its development
plans and specifics relating to its Safety and Quality management systems, including the process and detail of its
handling and assessment of safety reports. In addition, it reported on its corrective actions with regard to the
observations raised during the Union on-site assessment visit of April 2016.
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(116) The Commission noted that Proflight Commuter Services (dba Proflight Zambia) at the hearing presented to a
satisfactory standard and was able to provide specific details in respect to the safe conduct of its operations.
(117) On the basis of all available information, including the results of the Union on-site assessment visit and the
information provided at the hearing, the Commission considers there is sufficient evidence of compliance with
applicable international safety standards and recommended practices on the part of air carriers certified in
Zambia.
(118) On the basis of all information available at present, including the results of the Union on-site assessment visit
and the information provided at the hearing, the Commission considers that the ZCAA has made sustainable
improvements. The Commission also recognises that there has been no lack of willingness of the ZCAA to
engage on an ongoing basis with the Commission and that ZCAA is transparent in its recognition that it is to
continue to further develop its safety oversight and surveillance procedures. It is assessed that the ZCAA has the
ability to discharge its responsibilities with respect to the oversight of air carriers certified in Zambia. During the
hearing, the ZCAA agreed to continue the safety dialogue with the Commission, including through additional
meetings or visits, if and when deemed necessary by the Commission.
(119) In accordance with the common criteria set out in the Annex to Regulation (EC) No 2111/2005, it is therefore
considered that the Union list of air carriers which are subject to an operating ban within the Union should be
amended to remove all air carriers certified in Zambia from Annex A to Regulation (EC) No 474/2006.
(120) Member States are to continue to verify the effective compliance with relevant safety standards through the priori­
tisation of ramp inspections to be carried out on air carriers certified in Zambia, pursuant to Regulation (EU)
No 965/2012.
(121) Should any relevant safety information indicate that there are imminent safety risks as a consequence of a lack of
compliance with international safety standards, the Commission may be obliged to take further action, in
accordance with Regulation (EC) No 2111/2005.
(122) Regulation (EC) No 474/2006 should therefore be amended accordingly,
(123) The measures provided for in this Regulation are in accordance with the opinion of the Air Safety Committee,
HAS ADOPTED THIS REGULATION:
Article 1
Regulation (EC) No 474/2006 is amended as follows:
(1) Annex A is replaced by the text set out in Annex I to this Regulation;
(2) Annex B is replaced by the text set out in Annex II to this Regulation.
Article 2
This Regulation shall enter into force on the day following that of its publication in the Official Journal of the European
Union.
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Official Journal of the European Union
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 16 June 2016.
For the Commission,
On behalf of the President,
Violeta BULC
Member of the Commission
17.6.2016
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L 160/65
ANNEX I
‘ANNEX A
LIST OF AIR CARRIERS WHICH ARE BANNED FROM OPERATING WITHIN THE UNION, WITH
EXCEPTIONS (1)
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
State of the Operator
BLUE WING AIRLINES
SRBWA-01/2002
BWI
Suriname
IRAQI AIRWAYS
001
IAW
Iraq
Islamic Republic of
Afghanistan
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Afghanistan, including
ARIANA AFGHAN AIRLINES
AOC 009
AFG
Islamic Republic of
Afghanistan
KAM AIR
AOC 001
KMF
Islamic Republic of
Afghanistan
PAMIR AIRLINES
Unknown
PIR
Islamic Republic of
Afghanistan
SAFI AIRWAYS
AOC 181
SFW
Islamic Republic of
Afghanistan
Republic of Angola
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Angola, with the excep­
tion of TAAG Angola Airlines put in
Annex B, including
AEROJET
AO 008-01/11
TEJ
Republic of Angola
AIR GICANGO
009
Unknown
Republic of Angola
AIR JET
AO 006-01/11-MBC
MBC
Republic of Angola
AIR NAVE
017
Unknown
Republic of Angola
AIR26
AO 003-01/11-DCD
DCD
Republic of Angola
ANGOLA AIR SERVICES
006
Unknown
Republic of Angola
DIEXIM
007
Unknown
Republic of Angola
(1) Air carriers listed in Annex A could be permitted to exercise traffic rights by using wet-leased aircraft of an air carrier which is not subject
to an operating ban, provided that the relevant safety standards are complied with.
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Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
17.6.2016
State of the Operator
FLY540
AO 004-01 FLYA
Unknown
Republic of Angola
GIRA GLOBO
008
GGL
Republic of Angola
HELIANG
010
Unknown
Republic of Angola
HELIMALONGO
AO 005-01/11
Unknown
Republic of Angola
MAVEWA
016
Unknown
Republic of Angola
SONAIR
AO 002-01/10-SOR
SOR
Republic of Angola
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Benin, including
Republic of Benin
AERO BENIN
PEA No 014/MDCTTTATPPR/ANAC/DEA/SCS
AEB
Republic of Benin
AFRICA AIRWAYS
Unknown
AFF
Republic of Benin
ALAFIA JET
PEA No 014/ANAC/
MDCTTTATP-PR/DEA/SCS
Unknown
Republic of Benin
BENIN GOLF AIR
PEA No 012/MDCTTP-PR/
ANAC/DEA/SCS.
BGL
Republic of Benin
BENIN LITTORAL AIRWAYS
PEA No 013/MDCTTTATPPR/ANAC/DEA/SCS.
LTL
Republic of Benin
COTAIR
PEA No 015/MDCTTTATPPR/ANAC/DEA/SCS.
COB
Republic of Benin
ROYAL AIR
PEA No 11/ANAC/
MDCTTP-PR/DEA/SCS
BNR
Republic of Benin
TRANS AIR BENIN
PEA No 016/MDCTTTATPPR/ANAC/DEA/SCS
TNB
Republic of Benin
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of the Republic of Congo, in­
cluding
Republic of Congo
AERO SERVICE
RAC06-002
RSR
Republic of Congo
CANADIAN AIRWAYS CONGO
RAC06-012
Unknown
Republic of Congo
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Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
L 160/67
State of the Operator
EMERAUDE
RAC06-008
Unknown
Republic of Congo
EQUAFLIGHT SERVICES
RAC 06-003
EKA
Republic of Congo
EQUAJET
RAC06-007
EKJ
Republic of Congo
EQUATORIAL CONGO AIRLINES S.A.
RAC 06-014
Unknown
Republic of Congo
MISTRAL AVIATION
RAC06-011
Unknown
Republic of Congo
TRANS AIR CONGO
RAC 06-001
TSG
Republic of Congo
Democratic Repub­
lic of Congo (DRC)
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Democratic Republic of
Congo (DRC), including
AIR FAST CONGO
409/CAB/MIN/
TVC/0112/2011
Unknown
Democratic Republic
of Congo (DRC)
AIR KASAI
409/CAB/MIN/
TVC/0053/2012
Unknown
Democratic Republic
of Congo (DRC)
AIR KATANGA
409/CAB/MIN/
TVC/0056/2012
Unknown
Democratic Republic
of Congo (DRC)
AIR TROPIQUES
409/CAB/MIN/
TVC/00625/2011
Unknown
Democratic Republic
of Congo (DRC)
BLUE AIRLINES
106/CAB/MIN/TVC/2012
BUL
Democratic Republic
of Congo (DRC)
BLUE SKY
409/CAB/MIN/
TVC/0028/2012
Unknown
Democratic Republic
of Congo (DRC)
BUSY BEE CONGO
409/CAB/MIN/
TVC/0064/2010
Unknown
Democratic Republic
of Congo (DRC)
COMPAGNIE AFRICAINE D'AVIATION 409/CAB/MIN/
(CAA)
TVC/0050/2012
Unknown
Democratic Republic
of Congo (DRC)
CONGO AIRWAYS
019/CAB/MIN/TVC/2015
Unknown
Democratic Republic
of Congo (DRC)
DAKOTA SPRL
409/CAB/MIN/
TVC/071/2011
Unknown
Democratic Republic
of Congo (DRC)
DOREN AIR CONGO
102/CAB/MIN/TVC/2012
Unknown
Democratic Republic
of Congo (DRC)
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Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
17.6.2016
State of the Operator
GOMAIR
409/CAB/MIN/
TVC/011/2010
Unknown
Democratic Republic
of Congo (DRC)
KIN AVIA
409/CAB/MIN/
TVC/0059/2010
Unknown
Democratic Republic
of Congo (DRC)
KORONGO AIRLINES
409/CAB/MIN/
TVC/001/2011
KGO
Democratic Republic
of Congo (DRC)
MALU AVIATION
098/CAB/MIN/TVC/2012
Unknown
Democratic Republic
of Congo (DRC)
MANGO AIRLINES
409/CAB/MIN/
TVC/009/2011
Unknown
Democratic Republic
of Congo (DRC)
SERVE AIR
004/CAB/MIN/TVC/2015
Unknown
Democratic Republic
of Congo (DRC)
SERVICES AIR
103/CAB/MIN/TVC/2012
Unknown
Democratic Republic
of Congo (DRC)
SWALA AVIATION
409/CAB/MIN/
TVC/0084/2010
Unknown
Democratic Republic
of Congo (DRC)
TRANSAIR CARGO SERVICES
409/CAB/MIN/
TVC/073/2011
Unknown
Democratic Republic
of Congo (DRC)
WILL AIRLIFT
409/CAB/MIN/
TVC/0247/2011
Unknown
Democratic Republic
of Congo (DRC)
Djibouti
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Djibouti, including
DAALLO AIRLINES
Unknown
DAO
Djibouti
Equatorial Guinea
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Equatorial Guinea, includ­
ing
CEIBA INTERCONTINENTAL
2011/0001/MTTCT/DGAC/
SOPS
CEL
Equatorial Guinea
Cronos AIRLINES
2011/0004/MTTCT/DGAC/
SOPS
Unknown
Equatorial Guinea
PUNTO AZUL
2012/0006/MTTCT/DGAC/
SOPS
Unknown
Equatorial Guinea
17.6.2016
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
TANGO AIRWAYS
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
Unknown
ICAO airline designa­
tion number
Unknown
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Eritrea, including
L 160/69
State of the Operator
Equatorial Guinea
Eritrea
ERITREAN AIRLINES
AOC No 004
ERT
Eritrea
NASAIR ERITREA
AOC No 005
NAS
Eritrea
Republic of Gabon
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of the Republic of Gabon,
with the exception of Afrijet and
SN2AG put in Annex B, including
AFRIC AVIATION
010/MTAC/ANAC-G/DSA
EKG
Republic of Gabon
ALLEGIANCE AIR TOURIST
007/MTAC/ANAC-G/DSA
LGE
Republic of Gabon
NATIONALE REGIONALE TRANSPORT 008/MTAC/ANAC-G/DSA
(N.R.T)
NRG
Republic of Gabon
SKY GABON
009/MTAC/ANAC-G/DSA
SKG
Republic of Gabon
SOLENTA AVIATION GABON
006/MTAC/ANAC-G/DSA
SVG
Republic of Gabon
TROPICAL AIR-GABON
011/MTAC/ANAC-G/DSA
Unknown
Republic of Gabon
Republic of Indone­
sia
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Indonesia, with the excep­
tion of Garuda Indonesia, Airfast Indo­
nesia, Ekspres Transportasi Antarbenua,
Indonesia Air Asia, Citilink, Lion Air
and Batik Air, including
AIR BORN INDONESIA
135-055
Unknown
Republic of Indonesia
AIR PACIFIC UTAMA
135-020
Unknown
Republic of Indonesia
ALDA TRANS PAPUA
135-056
Unknown
Republic of Indonesia
ALFA TRANS DIRGANTATA
135-012
Unknown
Republic of Indonesia
ANGKASA SUPER SERVICES
135-050
LBZ
Republic of Indonesia
L 160/70
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
17.6.2016
State of the Operator
ASI PUDJIASTUTI
135-028
SQS
Republic of Indonesia
AVIASTAR MANDIRI
135-029
VIT
Republic of Indonesia
DABI AIR NUSANTARA
135-030
Unknown
Republic of Indonesia
DERAYA AIR TAXI
135-013
DRY
Republic of Indonesia
DERAZONA AIR SERVICE
135-010
DRZ
Republic of Indonesia
DIRGANTARA AIR SERVICE
135-014
DIR
Republic of Indonesia
EASTINDO
135-038
ESD
Republic of Indonesia
ELANG LINTAS INDONESIA
135-052
Unknown
Republic of Indonesia
ELANG NUSANTARA AIR
135-053
Unknown
Republic of Indonesia
ENGGANG AIR SERVICE
135-045
Unknown
Republic of Indonesia
ERSA EASTERN AVIATION
135-047
Unknown
Republic of Indonesia
GATARI AIR SERVICE
135-018
GHS
Republic of Indonesia
HEAVY LIFT
135-042
Unknown
Republic of Indonesia
INDONESIA AIR ASIA EXTRA
121-054
Unknown
Republic of Indonesia
INDONESIA AIR TRANSPORT
121-034
IDA
Republic of Indonesia
INTAN ANGKASA AIR SERVICE
135-019
Unknown
Republic of Indonesia
JAYAWIJAYA DIRGANTARA
121-044
JWD
Republic of Indonesia
JOHNLIN AIR TRANSPORT
135-043
JLB
Republic of Indonesia
KAL STAR
121-037
KLS
Republic of Indonesia
KARTIKA AIRLINES
121-003
KAE
Republic of Indonesia
KOMALA INDONESIA
135-051
Unknown
Republic of Indonesia
KURA-KURA AVIATION
135-016
KUR
Republic of Indonesia
17.6.2016
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
L 160/71
State of the Operator
MARTABUANA ABADION
135-049
Unknown
Republic of Indonesia
MATTHEW AIR NUSANTARA
135-048
Unknown
Republic of Indonesia
MIMIKA AIR
135-007
Unknown
Republic of Indonesia
MY INDO AIRLINES
121-042
Unknown
Republic of Indonesia
NAM AIR
121-058
Unknown
Republic of Indonesia
NATIONAL UTILITY HELICOPTER
135-011
Unknown
Republic of Indonesia
NUSANTARA AIR CHARTER
121-022
SJK
Republic of Indonesia
PEGASUS AIR SERVICES
135-036
Unknown
Republic of Indonesia
PELITA AIR SERVICE
121-008
PAS
Republic of Indonesia
PENERBANGAN ANGKASA SEMESTA
135-026
Unknown
Republic of Indonesia
PURA WISATA BARUNA
135-025
Unknown
Republic of Indonesia
RIAU AIRLINES
121-016
RIU
Republic of Indonesia
SAYAP GARUDA INDAH
135-004
Unknown
Republic of Indonesia
SMAC
135-015
SMC
Republic of Indonesia
SRIWIJAYA AIR
121-035
SJY
Republic of Indonesia
SURYA AIR
135-046
Unknown
Republic of Indonesia
TRANSNUSA AVIATION MANDIRI
121-048
TNU
Republic of Indonesia
TRANSWISATA PRIMA AVIATION
135-021
TWT
Republic of Indonesia
TRAVEL EXPRESS AVIATION SERVICE
121-038
XAR
Republic of Indonesia
TRAVIRA UTAMA
135-009
TVV
Republic of Indonesia
TRI MG INTRA ASIA AIRLINES
121-018
TMG
Republic of Indonesia
TRIGANA AIR SERVICE
121-006
TGN
Republic of Indonesia
L 160/72
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
17.6.2016
State of the Operator
UNINDO
135-040
Unknown
Republic of Indonesia
WESTSTAR AVIATION INDONESIA
135-059
Unknown
Republic of Indonesia
WING ABADI AIRLINES
121-012
WON
Republic of Indonesia
Republic of Kazakh­
stan
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Kazakhstan, with the ex­
ception of Air Astana, including
AIR ALMATY
AK-0483-13
LMY
Republic of Kazakh­
stan
ATMA AIRLINES
AK-0469-12
AMA
Republic of Kazakh­
stan
AVIA-JAYNAR/AVIA-ZHAYNAR
AK-0467-12
SAP
Republic of Kazakh­
stan
BEK AIR
AK-0463-12
BEK
Republic of Kazakh­
stan
BEYBARS AIRCOMPANY
AK-0473-13
BBS
Republic of Kazakh­
stan
BURUNDAYAVIA AIRLINES
KZ-01/001
BRY
Republic of Kazakh­
stan
COMLUX-KZ
KZ-01/002
KAZ
Republic of Kazakh­
stan
EAST WING
KZ-01/007
EWZ
Republic of Kazakh­
stan
EURO-ASIA AIR
AK-0472-13
EAK
Republic of Kazakh­
stan
FLY JET KZ
AK-0477-13
FJK
Republic of Kazakh­
stan
INVESTAVIA
AK-0479-13
TLG
Republic of Kazakh­
stan
IRTYSH AIR
AK-0468-13
MZA
Republic of Kazakh­
stan
JET AIRLINES
KZ-01/003
SOZ
Republic of Kazakh­
stan
KAZAIR JET
AK-0474-13
KEJ
Republic of Kazakh­
stan
KAZAIRTRANS AIRLINE
AK-0466-12
KUY
Republic of Kazakh­
stan
17.6.2016
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
L 160/73
State of the Operator
KAZAVIASPAS
AK-0484-13
KZS
Republic of Kazakh­
stan
PRIME AVIATION
AK-0478-13
PKZ
Republic of Kazakh­
stan
SCAT
KZ-01/004
VSV
Republic of Kazakh­
stan
ZHETYSU AIRCOMPANY
AK-0470-12
JTU
Republic of Kazakh­
stan
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of the Kyrgyz Republic, in­
cluding
Kyrgyz Republic
AIR BISHKEK (formerly EASTOK AVIA)
15
EAA
Kyrgyz Republic
AIR MANAS
17
MBB
Kyrgyz Republic
AVIA TRAFFIC COMPANY
23
AVJ
Kyrgyz Republic
CENTRAL ASIAN AVIATION SERVICES 13
(CAAS)
CBK
Kyrgyz Republic
HELI SKY
47
HAC
Kyrgyz Republic
AIR KYRGYZSTAN
03
LYN
Kyrgyz Republic
MANAS AIRWAYS
42
BAM
Kyrgyz Republic
S GROUP INTERNATIONAL
(formerly S GROUP AVIATION)
45
IND
Kyrgyz Republic
SKY BISHKEK
43
BIS
Kyrgyz Republic
SKY KG AIRLINES
41
KGK
Kyrgyz Republic
SKY WAY AIR
39
SAB
Kyrgyz Republic
TEZ JET
46
TEZ
Kyrgyz Republic
VALOR AIR
07
VAC
Kyrgyz Republic
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Liberia.
Liberia
L 160/74
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
17.6.2016
State of the Operator
Libya
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Libya, including
AFRIQIYAH AIRWAYS
007/01
AAW
Libya
AIR LIBYA
004/01
TLR
Libya
BURAQ AIR
002/01
BRQ
Libya
GHADAMES AIR TRANSPORT
012/05
GHT
Libya
GLOBAL AVIATION AND SERVICES
008/05
GAK
Libya
LIBYAN AIRLINES
001/01
LAA
Libya
PETRO AIR
025/08
PEO
Libya
Republic of Mozam­
bique
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of the Republic of Mozambi­
que, including
AMBASSADOR LDA
MOZ-21
Unknown
Republic of Mozambi­
que
CFM — TRABALHOS E TRANSPORTES MOZ-07
AÉREOS LDA
Unknown
Republic of Mozambi­
que
CHC HELICÓPTEROS LDA
MOZ-22
Unknown
Republic of Mozambi­
que
COA — COASTAL AVIATION
MOZ-15
Unknown
Republic of Mozambi­
que
CPY — CROPSPRAYERS
MOZ-06
Unknown
Republic of Mozambi­
que
CRA — CR AVIATION LDA
MOZ-14
Unknown
Republic of Mozambi­
que
ETA — EMPRESA DE TRANSPORTES MOZ-04
AÉREOS LDA
Unknown
Republic of Mozambi­
que
EVERETT AVIATION LDA
MOZ-18
Unknown
Republic of Mozambi­
que
HCP — HELICÓPTEROS CAPITAL LDA
MOZ-11
Unknown
Republic of Mozambi­
que
17.6.2016
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
L 160/75
State of the Operator
INAER AVIATION MOZAMBIQUE LDA
MOZ-19
Unknown
Republic of Mozambi­
que
INTER AIRWAYS LDA
MOZ-24
Unknown
Republic of Mozambi­
que
LAM — LINHAS AÉREAS DE MOÇAM­ MOZ-01
BIQUE S.A.
LAM
Republic of Mozambi­
que
MAKOND, LDA
Unknown
Republic of Mozambi­
que
MEX — MOÇAMBIQUE EXPRESSO, MOZ-02
SARL MEX
MXE
Republic of Mozambi­
que
OHI — OMNI HELICÓPTEROS INTER­ MOZ-17
NATIONAL LDA
Unknown
Republic of Mozambi­
que
SAF — SAFARI AIR LDA
MOZ-12
Unknown
Republic of Mozambi­
que
SAM — SOLENTA AVIATION MOZAM­ MOZ-10
BIQUE, SA
Unknown
Republic of Mozambi­
que
MOZ-20
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Nepal, including
Republic of Nepal
AIR DYNASTY HELI. S.
035/2001
Unknown
Republic of Nepal
AIR KASTHAMANDAP
051/2009
Unknown
Republic of Nepal
BUDDHA AIR
014/1996
BHA
Republic of Nepal
FISHTAIL AIR
017/2001
Unknown
Republic of Nepal
GOMA AIR
064/2010
Unknown
Republic of Nepal
HIMALAYA AIRLINES
084/2015
Unknown
Republic of Nepal
MAKALU AIR
057A/2009
Unknown
Republic of Nepal
MANANG AIR PVT LTD
082/2014
Unknown
Republic of Nepal
MOUNTAIN HELICOPTERS
055/2009
Unknown
Republic of Nepal
MUKTINATH AIRLINES
081/2013
Unknown
Republic of Nepal
L 160/76
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
17.6.2016
State of the Operator
NEPAL AIRLINES CORPORATION
003/2000
RNA
Republic of Nepal
SAURYA AIRLINES
083/2014
Unknown
Republic of Nepal
SHREE AIRLINES
030/2002
SHA
Republic of Nepal
SIMRIK AIR
034/2000
Unknown
Republic of Nepal
SIMRIK AIRLINES
052/2009
RMK
Republic of Nepal
SITA AIR
033/2000
Unknown
Republic of Nepal
TARA AIR
053/2009
Unknown
Republic of Nepal
YETI AIRLINES DOMESTIC
037/2004
NYT
Republic of Nepal
Sao Tome and Prin­
cipe
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Sao Tome and Principe,
including
AFRICA'S CONNECTION
10/AOC/2008
ACH
Sao Tome and Prin­
cipe
STP AIRWAYS
03/AOC/2006
STP
Sao Tome and Prin­
cipe
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Sierra Leone, including
Sierra Leone
AIR RUM, LTD
Unknown
RUM
Sierra Leone
DESTINY AIR SERVICES, LTD
Unknown
DTY
Sierra Leone
HEAVYLIFT CARGO
Unknown
Unknown
Sierra Leone
ORANGE AIR SIERRA LEONE LTD
Unknown
ORJ
Sierra Leone
PARAMOUNT AIRLINES, LTD
Unknown
PRR
Sierra Leone
SEVEN FOUR EIGHT AIR SERVICES LTD Unknown
SVT
Sierra Leone
TEEBAH AIRWAYS
Unknown
Sierra Leone
Unknown
17.6.2016
EN
Official Journal of the European Union
Name of the legal entity of the air carrier as
indicated on its AOC (and its trading name, if
different)
Air Operator Certificate
(“AOC”) Number or Operating
Licence Number
ICAO airline designa­
tion number
L 160/77
State of the Operator
Republic of Sudan
All air carriers certified by the author­
ities with responsibility for regulatory
oversight of Sudan, including
ALFA AIRLINES SD
54
AAJ
Republic of the Sudan
BADR AIRLINES
35
BDR
Republic of the Sudan
BLUE BIRD AVIATION
11
BLB
Republic of the Sudan
ELDINDER AVIATION
8
DND
Republic of the Sudan
GREEN FLAG AVIATION
17
Unknown
Republic of the Sudan
HELEJETIC AIR
57
HJT
Republic of the Sudan
KATA AIR TRANSPORT
9
KTV
Republic of the Sudan
KUSH AVIATION CO.
60
KUH
Republic of the Sudan
NOVA AIRWAYS
46
NOV
Republic of the Sudan
SUDAN AIRWAYS CO.
1
SUD
Republic of the Sudan
SUN AIR
51
SNR
Republic of the Sudan
TARCO AIR
56
TRQ
Republic of the Su­
dan’
L 160/78
Official Journal of the European Union
EN
17.6.2016
ANNEX II
‘ANNEX B
LIST OF AIR CARRIERS WHICH ARE SUBJECT TO OPERATIONAL RESTRICTIONS WITHIN THE UNION (1)
Name of the
legal entity of
the air carrier
as indicated on
its AOC (and its
trading name, if
different)
Air
Operator
Certificate
(“AOC”)
Number
ICAO
airline
designa­
tion
number
State of the
Operator
Aircraft type restricted
Registration mark(s) and, when
available, construction serial
number(s) of restricted aircraft
State of
registry
TAAG AN­
GOLA AIR­
LINES
001
DTA
Republic of
Angola
All fleet with the exception
of: aircraft of type Boeing
B737-700, aircraft of type
Boeing B777-200, and
aircraft of type Boeing
B777-300.
All fleet with the exception
of: aircraft within the Boeing
B737-700 fleet, as men­
tioned on the AOC; aircraft
within the Boeing B777-200
fleet, as mentioned on the
AOC; and aircraft within the
Boeing B777-300 fleet, as
mentioned on the AOC.
Republic of
Angola
AIR SERVICE
COMORES
06-819/
TA-15/
DGACM
KMD
Comoros
All fleet with the exception
of: LET 410 UVP.
All fleet with the exception
of: D6-CAM (851336).
Comoros
AFRIJET BUSI­
NESS SER­
VICE (1)
002/
MTAC/
ANAC-G/
DSA
ABS
Republic of
Gabon
All fleet with the exception
of: 2 aircraft of type Fal­
con 50, 2 aircraft of type
Falcon 900.
All fleet with the exception
of: TR-LGV; TR-LGY; TR-AFJ;
TR-AFR.
Republic of
Gabon
NOUVELLE
AIR AFFAIRES
GABON
(SN2AG)
003/
MTAC/
ANAC-G/
DSA
NVS
Republic of
Gabon
All fleet with the exception
of: 1 aircraft of type Chal­
lenger CL-601, 1 aircraft of
type HS-125-800.
All fleet with the exception
of: TR-AAG, ZS-AFG.
Republic of
Gabon; Re­
public of
South Africa
IRAN AIR
FS100
IRA
Islamic Re­
public of
Iran
All aircraft of type Fokker
F100 and of type Boeing
B747
Aircraft of type Fokker F100
as mentioned on the AOC;
aircraft of type Boeing B747
as mentioned on the AOC
Islamic Re­
public of Iran
AIR KORYO
KOR
GACAOC/KOR01
Democratic
People's Re­
public of
Korea
All fleet with the exception
of: 2 aircraft of type
TU-204.
All fleet with the exception
of: P-632, P-633.
Democratic
People's Re­
public of
Korea
(1) Afrijet is only allowed to use the specific aircraft mentioned for its current level of operations within the Union.’
(1) Air carriers listed in Annex B could be permitted to exercise traffic rights by using wet-leased aircraft of an air carrier which is not subject
to an operating ban, provided that the relevant safety standards are complied with.